army aviation digest - apr 1978

8/12/2019 Army Aviation Digest - Apr 1978

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- ~~ ~ ~ ~/ UNITED STATES ARMYD APRIL 1978VOLUME ~ M V I T I O N lG ST NUMBER 4

* *rigadier Genera l Charles E. CanedyArmy Aviation OfficerODCSOPS, HeadQuarters,Department of the Army Major General James C. SmithCommander Brigadier General James H. PattersonDeputy Commander

page 4

page 8

Richard K. TierneyEditor

U.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Rucker, Alabama

1 Formula For A FARRP, CPT Gordon E. Sayre Jr.7 Analogies And Implications From Fixed WingACM, George Haering12 TAC Instruments- Here We Go Again ,MAJ Richard C. Gogolkiewicz14 Protection Of Medical Aircraft, COL WaldemarA. Salt (Retired)18 Don't Embarrass The Command, Richard P.

Shipman22 Threat Radar Warning Receiver, CPT John F.Paull23 OPMS Corner: Aviation Career Incentive PayLTC George A. Morgan24 Low Lower Lowest, LTC Charles W. Abbeyand CPT Frank L. Carson28 How To Retain Your Instrument Rating,CW2 Thomas E. Wright30 Maintenance Management Education,Jerome G. Peppers Jr.33 Views From Readers35 Mountainside Recovery Mission By 4thInfantry Division, Dick Devlin36 PEARL40 Summer Maintenance Troubles42 Heavyweight Bout With Density Altitude44 The M-56 Scatterable Mine System,CW4 Frank W. Kervin48 Tell Us How Gunnery Training

Inside Back Cover: ATC Action LineBack Cover: Advanced Scout Helicopter(ASH) Survivability SymposiumABOUT THE COVER: " Analogies And ImplicationsFrom Air Combat Maneuvering," this month's coverstory, begins on page 7. Cover illustration by FredMartin, Ft. Rucker, AL

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page 44

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The mission of the U.S. rmy viation Digest is to provide information of anoperationa l . fun ctional nature concerning safety and aircraft accident preven tion . training, maintenance . operations, research and development. aviationmedicine and other related data .

This publication has been app roved by The Adjutant General, HeadquarterDepartm ent of the Army. 23 December 1975. in accordance with AR 310-1 ,

Active Army units receive distribution under the pinpoint distribution systeas outl ined in AR 310-1. Complete DA Form 12-5 and send directly to CDAG Publications Cente r, 2800 Eastern Boulevard . Baltimore, MD 21220 . Fany change in d istribution requirements. initiate a revised DA Form 12-5,

The Digest is an off icial Department of the Army periodical published monthlyunder th e superv isio n of th e Commanding General. U.S. Army Aviation Center.Vi ews expressed herein are not necessarily those of the Department of theArmy nor the U.S. Army Aviation Center. Photos are US . Army un less otherw isespecified , Material may be reprinted provided credit is given to the Digest andto the author. unless otherwise indicated ,

Ar ticles . photos and items of interest on Army aviation are inv ited . Dir ectcommunicat ion is authorized to: Editor. U.S . rmy viation Digest For t Rucker .AL 36362

National Guard and Army Reserve units under pinpoint distribution alshould submit DA Form 12-5 . Other National Guard units shou ld subm it rquests through their state adjutant general

Those not eligible for official distribution or who desire personal copiesthe Digest can order the magazine from the Superintendent of Docume nU.S Government Printing Office . Washington . DC 20402. Annual subscriptirates are 1570 domestic and 19 .65 ovp.rseas.


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When we write and talk about the FARRP-where it should be, how itshould be equipped and supplied, who should work there-I can t help butthink of something I would like to share with you .I remember a place back of the forest where PFC Fred Knox is goingabout the business of refueling aircraft and stuffing rockets. This is good,but Fred is saying to himself, Was that one chaff and two smoke - or threeillumination and one chaff-or what Let's put in a bunch and see whathappens.e should never forget that it 's always raining in the FARRP; it's alwaysdark in the FARRP-or too hot or too cold; fuel pumps and hoses andgauges never want to work properly and need constant attention in thecold, dark FARRP; the thing that carries the ordnance a ways has a flat tirein the FARRP-where Fred works.

General Donn A StarryCommander, Training and Doctrine CommandFort Monroe , VA

FOAMUL1 I FOA 1 1 FJl Paptain Gordon E Sayre Jr

Directorate of Combat DevelopmentsU.S. Army Armor SchoolFort Knox , KY

. NUMBER OF articles haveappeared in military publi

cations concerning the forwardarea refueling and rearming pointFARRP). They explain why aF ARRP is needed and what it is.However, the articles omit manyanswers to the most important

questions. Who establishes theF ARRP? Where do its assets comefrom? When is it established? Andmost important of all, how does ahelicopter unit commander estab-

lish this logistical lifeline?Contrary to popular belief thelogistic tail of helicopter unitsdoes not get unplugged and plugged into logistics supplies like anumbilical cord, nor can the supportrequirements be pushed totallyupon ground combat units.I f you as a helicopter or groundunit commander were ordered toestablish a FARRP, what wouldyou do? This article-and TC 1 60 ,Forward Area Refueling and Re-

arming Point (F ARRP) Operations- provide guidelines (see MarchDigest page 43, for more on TC1-60). First, get rid of the Vietnamsyndrome of what a FARRP is. Weestablished very, very few F ARRPsin Vietnam. We set up countlessnumbers of refuel and rearm points- but not many FARRPs. Howmany gun pilots ever refueled outof a SOO gallon blivet of lP-4 and astack of ammo out in the boondocks?

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FARRP rRDNANCEj SORTIES TOS ~ N C E P T OF EMPLOYMENT : PLATOONS ROTATEDRECOVERY MAX IN 5 PERAH MIN - ON STATION TO ACHIEVE CONTINUOUS COVERAGEMINUTES) HRS IN 5 HRS PER AH '- WITH 8TOWTO ACHIEVE FULL MISSILE LOAD34 280 2 -3 40 OPERATING AREA: ENCLOSED AREA32 280 2 ~ 38 , ~ ~ 19PTIMUM AREA: SHADED AREA0 320 ~ ~ 3628 320 34 "" 4 ~~ ~ ~ ~6 360 3 3224 400 3 1' 30 , J ' . f l 1 ~ ~22 400 : ~ 28 ~ 0 J i 7 R : ~20 440 26 ~ . ~ ~ n ~18 480 4 24 .-&16 520 4 ~ 22 ~ ~ ~ 1\'\ ...........14 600 5 20 J dfoS ~ r2 640 5 ~ 180 120 6 16 ..,...-1 / I ; ~ ~ : G ~8 735 7 14 - - ~ 8 [ ~ 4 ~ ~ ~ ~ \6 750 8)1 12..... ~ p . . ~ n ~ V750 10 102 740 1 2 ~ 8 / . ~ ~ ~ ~ ~ ~ 8600 LBS MAX GROSS FOR HOGE0 750 1 6 ~ 6 . . L S . ~ ~ C ~ 8070 LBS AI RCRAFT WT LOADED W /8 TOW,/ CREW, AND 30 MIN (325 LBS) RESERVE FUEL

530 LBS MISSION FUEL ALLOWED UPON ARRIVAL ATTHE ATTACK POS

FARRP TO ATTACK POS KM I fo 15 20 2'5 3'0 35 40 45 5'0 55 60MIN I 31' ,I 12.2 14 .2 16 . 2 f83 2(f3 24.4 26.4 28.4 30.4 .5Figure 1: Effects of various FARRP locations on attackhelicopter company capabilities (AH-1 Q) IIDENSITY ALTITUDE = 3350 FT)I

All right, let's start back at thebeginning in the tactical assemblyarea where you received your mission and are fairly certain you needa FARRP.

Here is the situation: You arethe commander of one of the twoattack helicopter companies froman armored division's aviation battalion. The division is assigned to1st Corps and is defending in themain battle area (MBA) with threebrigades on a north-south line.

The mission of your attack helicopter company is as follows:

From division reserve, the com-pany is to move to occupy assemblyarea VICTOR It will be under theoperational control OPCON) ofthe 2nd Brigade; and on order,OPCON to the 3rd Brigade andthe 1st Brigade respectively. Thecompany is to be prepared to revertto division control and occupybattle positions ALPHA , BRA VO,CHARLIE and DELTA Companyliaison officers are to be sent tothe brigades for coordination. Th eaviation battalion 54 will coordi-nate the resupply of all FARRPs.

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Faced with this mission, troopleading procedures are reviewed bythe company commander. The concept of the operation includes developing o p e ~ a t i o n s plans (OPLANS)in each brigade sector in conjunction with division and brigade staffs.The attack helicopter company prepares for multicommitment withinthe division sector with priority tothe most threatened avenue of approach in the critical 2nd Brigadesector. Liaison is established withdivision and brigade headquarters.FM 17-50, "Attack Helicopter Operation," describes the tactics anddoctrine of employment of thecompany.Leaving the tactical planning fora moment, consider the combatservice support planning activitiesin progress by the company, theaviation battalion staff and the division support command (DISCOM)to support the operation. The company executive officer will coordinate with the battalion S4, whowill coordinate the resupply of allFARRPs with the DISCOM staff.The company must ensure that or-

ganic helicopters have the correctmix of class III and class V andthat the company s three GOERtankers and the six GOER ammotrucks are filled.

The company FARRP chief andcrew are ready to move the FARRPto one of the three locations (oneplanned in each brigade sector)selected by the company commander and coordinated with each brigade ahead of time. DISCOMalready has loaded 12-ton S&P trailers with the requested mix of classV for immediate dispatch to theFARRP.

The requested number of 5,000-gallon fuel tankers of lP-4 also areearmarked to support the com-pany's FARRP operation.Meanwhile, the platoon leadershave been briefed by the companycommander on the concept of theoperation and the proposed location of the FARRPs.Now, leave the battlefield for afew moments and establish someterms of reference and the operating characteristics of the FARRP.

The FARRP is established inU.S. ARMY AVIATION DIGEST


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forward area and designed tothe timely and sustainedof air cavalry and at-

helicopter assets in combat.the FARRP permitsive to eight helicopters at-d scouts) to refuel and rearm

the battle with minimum loss intime. The FARRP per-the attack helicopter and the

on the enemy by opti-of ammo and fuel

and flightime.The essential characteristics ofFARRP are: t is planned for a short dura-tion of only 3 to 6 hours at onelocation. This is necessary to re-

uce enemy targeting opportuni-ties against the F ARRP with indirectfire or tactical air sorties. It is usually located within acommitted brigade zone of oper-ation, between 17 and 25 kilometersfrom attack helicopter platoon at-tack positions. Such positioningensures that it is far enough backto prevent normal enemy prepara-tory medium artillery fires fromAPRIL 1978

targeting the F ARRP, yet permitsquick turnaround of both the heli-copters and the logistical trans-portation supporting the FARRPoperation. The decision to establish aFARRP or not depends upon re-supply time; distance from the trainsarea to the battle; and the tacticalsituation. f the distance from theunit trains area to the attack posi-tion is greater than 30 kilometers,then it is probably advantageousto the unit commander to establisha F ARRP. f the distance is lessthan 30 kilometers, the attack andscout helicopters can probably usethe unit trains area to refuel andrearm and there is no need to es-tablish a FARRP. ThirtYkilometersis the tradeoff point for the com-mander to ensure that sufficientfuel, mission time and armamentare available to accomplish themission as shown in figure 1 Re-supply time involves the time neces-sary to move class III and class Yto the FARRP location to sustainoperations. Naturally, the tacticalsituation will affect supportingFARRP operations. The F ARRP, while normally

located in the brigade rear, shouldnot be colocated with the brigadetrains because this may result inboth air and ground congestion inthe trains area. Being near the bri-gade trains is desirable to permitresupply of the FARRP vehiclesfrom the trains in the shortest pos-sible turnaround time. When commanders decide tocommit an attack helicopter unit,logistical planners and managersat COSCOM and DIScOM mustensure that adequate class III andclass Y supply points are pushedforward. This will enable FARRPvehicles to be replenished and limitturnaround time from FARRP totrains replenishment and back toFARRP) for the aviation unit sFARRP vehicle to no more than

2 hours. (If turnaround time ex-ceeds 2 hours, the FARRP eitherwill be moved or out of class IIIand class Y.Installation of a FARRP s contin-gent upon many factors, includingtime, location, accessibility, supply,weather and available equipment.The commander must analyze thesefactors before making a decision.Since it is unlikely that both ground

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Figure 3: Personnel To Establish A Ground FARRPPositionFARRP ChiefFlight Operations CoordinatorAircraft Fuel Handling SpecialistAircraft Armament Subsystem MechanicAmmunition HandlerEquipment OperatorTOTAL

Attack Hel Co Air Cay Troop1 11 13 210 81 11 1

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NOTE: Depending on the number and type of transport assets availablewithin the TOEs, additional personnel would include two per GOER and twoper 5-ton truck .

Figure 4: Equipment To Establish A Ground FARRP

Truck Cargo: Y TonTruck Cargo: 5 TonAircraft Weapons Handling VehicleTruck Tank: Fuel Servicing Y TonTrailer Ammunition: 1 Ton

Attack Hel Co Air Cay Troop12142

Truck Cargo: 8 Ton, 4X4 GOER) 6Truck Tank: Fuel Servicing 2,500 Gal GOER) 3These vehicles are only available to attack helicopter companies not

organic to the ACCS. ACCS attack helicopter companies have these assets inaugmentation only. The aircraft refuel rearms study ARRS) indicates thatthese trucks should be organic to attack helicopter units . This contention issupported by the author.,

Divisional and ACR air cavalry troops have tank and pump units mountedin trucks in place of M49C.

and air transport would be used inthe effort, a key point is that aFARRP can be emplaced and suplied by either method.

Another possible considerationis to establish a battalion or squadron FARRP to support companytroop operations. However, withthis concept there is a danger thataircraft will become stacked upwaiting to refuel and rearm. Thisincreases the probability of detection. It also complicates the logistical siting by requiring a muchlarger piece of favorable terrain.Additionally, a battalion F ARRPmay often preclude multiarea commitment of air cavalry troops orattack helicopter companies dueto lateral distances involved. Thisreduces the inherent flexibility ofair cavalry and attack helicopter

assets.For basically the same reasons,an area support concept of F ARRPsthroughout the area of operationsis not a realistic employment concept. Under this concept, multicommitment of units in an areacould well result in a single FARRPbeing severely overloaded. Meanwhile, valuable class III and Vwould not be used in other areasbecause no units are committed inthat sector.Therefore, the large quantity ofclass III and V necessary to sustainan attack helicopter company orair cavalry troop for operationsstrongly supports the primary method of establishment of the FARRPby ground means. This methodalso allows for greater mobilityand tactical flexibility.

A secondary method ofF RRPestablishment s by helicopter (eitherUH lH Huey, UH-60 Black Hawkor CH-47 Chinook). Due to thelarge bulk quantities of class IIIand class V required, plus the supporting equipment and personnel,it is generally not effective to establish and main tain a FARRP byaerial resupply alone. However,aerial establishment always shouldbe planned for during any operationto afford quick reaction to anyunexpected contingency mission.

Under certa in tactical situationsa third method or combinationof aerial and ground establishedFARRPs may be operationally desirable. For example, if an attackhelicopter company received a veryrapid commitment order, the F ARRPmay be established initially by air(enough class III and class V forone turnaround per helicopter) until relieved by the organic groundvehicles which then take over support and resupply of the F ARRPmission.Before returning to the tacticalsituation, examine what specificpersonnel and equipment are needed to establish a F ARRP and thespecific proposals made thus farfor ground and aerial FARRPoperations.

Figure 2 is a concept for an operational ground F ARRP. In thisconcept, the FARRP has the capability of refueling and rearmingeight aircraft five attack helicoptersand three scouts) simultaneously.Since rearming takes longer thanrefueling, two aircraft can be refueled in the time it takes onecrew to rearm an attack helicopter.Thus, in this concept, a GOERtanker with two lOO-foot hoses refuels four aircraft.

Pre-positioned ammunition (TOWsand rockets) are placed at eachpad by a GOER cargo truck withboom which enables the ammohandler to rearm the aircraft. Thescout aircraft probably will needonly refueling and may not needrearming; as such they can be re-

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Figure 6: CH-47 Chinook brings in slingloaded cargo of blivets filled with JP-4fuel

additional personnel are necessaryas follows: 5 per CH-47 and 1personnel to prepare and hookupslingloads in the rear staging area .

TOE equipment available for anaerial emplaced FARRP besidesthe complete listing of equipmentat figure 3 is shown in figure 8.Now, return to the battlefieldand the attack helicopter company.The unit is ready for commitmentin the division's area. When thedecision is made to commit thecompany, the FARRP will immediately be dispatched and establishedat the proposed FARRP location.

For sustained commitment ofattack helicopter assets, the attackhelicopter platoons will be rotatedinto the battle by maintaining oneonstation, one in the FARRP andone enroute to commitment Thisconcept permits the maximum sustained combat power of the attackhelicopter company to be used.

The FARRP is an important shortlife logistical function in the employment of attack helicopter andair cavalry assets. It permits commanders to fully use their mobility,firepower, reconnaissance capabilityand to sustain the shock actionthat attack air cavalry and attackhelicopter units provide to the battle.6

ACCBACRARRSCFAClass IIIClass VCOSCOMDISCOMFAREFARRPGOERlP-4MBAOPCONOPORDRTFLS PTOETOW

GLOSSARYair cavalry combat brigadearmored cavalry regimentaircraft refuel rearms studycovering force areafuelammunitioncorps support commanddivision support commandforward area refueling equipmentforward area refueling and rearming point8-ton truck or tankerjet propulsion fuelmain battle areaoperational controloperations orderrough terrain forkliftstake platform (semitrailer)table of organization and equipmenttube-launched, optically-tracked, wire-guided missile

Figure 7: FARRP pump and collapsible JP-4 blivets allow for expeditious re-fueling in remote areas

Figure 8: Equipment To Establish An Aerial FARRPEquipmentDrum fabric collapsible: liquid fuel500-gal capacityForward Area Refueling Equipment: FARESling multileg 15 000 Ib capacityYoke Towing and LiftingTruck lift Fork: 6 000 Ibs rough terrainTruck Platform Utility: Ton

Attack Hel Co Air Cay Troop

18 66 612 26 21 11

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The author offers his concepts about he licopter air combatmaneuvering . His ideas are thought provok ing for the articleincludes discussion of combat between he licopters and be-tween rotary and fixed wing aircraft. Ideas expressed in thisarticle are the author s exclusively and .not reflect an officialposition within the Department of Defense. Mr. Hae ring adaptedthis article from his presentation at the Air to Air Symposiumlast October

George HaeringOffice of the Chief of Naval OperationsandChairman, Air Operational GroupWashington, DC

T HE PURPOSE OF this article is obvious: theremust be some generali ties from fixed wing CMwhich apply to combat between helicopters. is not extensive experience, it has been intensive andspans fighting in seven distinct types of fightersagainst 15 types of adversaries in fights ranging fromone versus one to a 55-airplane engagement. Virtually all the sorties were with or against the CMAir Combat Maneuvering

The thoughts I express in this article are based onmy own experience which covers more than 13ACM sorties most in the past two years). While thisPRIL 1978 7


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instructors of four different air forces.This article covers four topics: The place of helicopter versus helicopter combat Differences and similarities compared to fixedwing elevant fixed wing e lessons hat to do nextHelicopter versus helicopter combat is inevitableand may be desirable. It's inevitable because heli

copters are armed and will encounter each other. Infact, the first helicopter air-to-air kill is history. In1972, a North Vietnamese AN-2 trying to bomb aplace in Laos was intercepted and shot down by anAir America UH-1 Huey.

Helicopter versus helicopter combat could bedesirable if all types of fixed wing aircraft continueto have the difficulty demonstrated in tests to dateattacking aware helicopters. It is obvious to me,therefore, that rotary wing air combat is not an academic matter. It is also obvious that it: is in its infancy; will be different from fixed wing ACM; will be similar to fixed wing ACM.Infancy is evident from the fact that, although therehas been some reasonable amount of testing, thefirst symposium on this subject occurred only lastOctober at the U.S. Army Aviation Center, Ft.Rucker, AL.

We know that at least the following differencesbetween fixed and rotary wing combat exist: Speeds, altitudes, time and distance, G (gravity)loads, endurance, sortie rates, etc.

Movement of nose/velocity vector IR (infrared) signature Weather limitations Presence of rotor(s)

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Helicopter can land; has no ejection seats; car-ries troops vice bombs GCI (ground controlled interception) History, tradition, doctrine, training DetailsI'm sure the above list is not all-inclusive, but it's astarter. I won't belabor any of the items, but willtick off a fewHelicopters fly slower, lower, longer, more gentlyand more often than fighters. More gently has keyimplications: the absence of high G loads probablymeans avoidance of the memory problems whichcomplicate fixed wing ACM training. (Longer endurance may work the opposite way.) It also meansthat helicopters don t have one dimension of fixedwing maneuverability and unpredictability.Compensating for this is the relative freedom ofthe helicopter from momentum. It can turn andmove sideways much better than fixed wing aircraft.Whether it can get the nose up better is unclear tome , as is the relevance of this dimension of agilityin helicopter combat.Helicopters don t have afterburners, and they dohave rotor downwash. This, plus operating nearpotentially adverse background, makes them different IR targets.Helicopters may operate in weather which cancelsall or many fixed wing operations. The implicationsfor combat with other helicopters are obvious.

The rotor makes another obvious difference. Thereare several reasons why a fighter likes to be at hisopponent s dead six (directly behind). One is that heis safe from the opponent, and the opponent ismaximally vulnerable. Lookingat a helicopter throughhis rotor arc is an analog: he can t shoot at you, andyour target is larger.



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. . .people who say That isn't our (your) mis-sion What they don't think about s that themission can be thrust on you by the enemy: wecan control our missions only in peacetime . . .

The fact that a helicopter can land more readilyis one conceivable (notattack or damage.latter is somewhat balanced by the absence of

t could be made attractive for transthat their payload may

Fixed wing aircraft operate in an environmentand maybe, help it against

aircraft. While not true for helicopters, this' (GCI), jam

Next to last, and far from least, fixed wing ACMfew interrup60 years. Those of us who traint have an institutional memory stretching to 1915,valid principles dating back that far. Further,been emphasizedcombat in 1972.

t is the most vital, innovative and sophisticatedof military training I have seen in 25 years.is not true of helicopter versus helicopter

at theis intended to help change.As a start, let's look at what's similar: Adaptive multiplayer duel Machine guns to missiles Gunnery is an art Some turn well, some don t Some are larger, some are small Majority of force has no air-to-air mission Complex major operations Multithreat environment Aggressivenesscontest, sometimes clinical, sometimes desperhuman beings against eachis one key similarity. In fixed wing, it moves

helicopters- we'll see. The weapbut they're analogous. They

And I'll bet they'reis simple ifis put your nose on somebody and

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say, ATOLL/FOX 2/Guns/Bang, you're dead. Guncamera film and other instrumentation often bringsdisillusion to the shooter and relief to the target.Helicopter shooting could be even more complicated, because it involves trainable as well as fixedweapons.Quite clearly, helicopters share with fixed wingsome major differences in per formance and size, thelatter equating to visual detectability.

A primary mission other than air-to-air is a common characteristic, the implications of which I willdiscuss later. And next to last, both fixed wing andhelicopter forces typically carry out multifacetedoperations of substantial complexity in the face ofand sometimes with fighters, SAMs (surface-to-airmissiles), AAA (antiaircraft artillery) guns, artilleryand whatever.Finally, there is a common denominator, probablycommon to all successful people in combat. Aggressiveness may, almost certainly should, be temperedwith caution, patience, insight of whatever. But ifyou aren t a killer, you won't succeed at this, or anyother, personal struggle. The key in fixed wing ACMis the self-discipline to modulate your aggressivenessto the mission at hand, in peace or war. We'll returnto this subject.With this preliminary, and probably amateurish,basis, let's now talk about some things from fixedwing ACM which seem to be directly applicable tohelicopter versus helicopter combat. SightV lose sight, lose fight SophisticationV Guts help, but brains are essential TrainingV is paramount SafetyV is a byproduct OtherV minor details

t is obvious that few maneuvering air-to-air engagements can occur without tally or long endurewithout it The general principle is so broad that itmust apply directly and in considerable detail tohelicopter combat. First tally confers advantageif you identify the enemy, and also see the enemy's

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friends. Then you must read their reactions- or theirabsence of reactions-and act rightly. None of theabove is simple in fixed wing ACM. Your abilitiesvary with: .

Experience Size of opposing aircraft How they re painted The background (Earth, sky and weather) The other guy s (guys ) activityOur next analogy with fixed wing ACM is the

amount of sophistication required. This is inherentlydifficult to illustrate. The following are some examples: Using nature

0/ Sun, weather, ground One versus one0/ Essential training0/ Learn, exploit aircraft weaknesses, strengths0/ Weapons: penalties and bonuses

Two versus One / Two0/ Stylized training stepping stones Many versus Manyo/Different from one versus one , two versus two0/ But needs them0/ But which part of them?0/ How to avoid peacetime training reflexes? Weapons/ wars change, but fundamentals remainv Which fundamentals?o/Which fundamentals now? Surviving versus KillingO/When to hang it out?

I ll focus on just one aspect of sophistication: therelation of training to combat. In fixed wing ACMtraining, we progress from one versus one fights totwo versus one and two versus two. All of these arehighly stylized and sanitized evolutions which bearalmost no relation to combat. The reason we usethese stepping stones is to teach aircrews fundamentals about themselves, their airplanes, the oppositionand mutual support. In a combat engagement, theymay use 1 percent of what they learn, but which 1percent is unpredictable and changes every time.

The basic fact is that if they fight in combat theway they fight in, say , a one versus one training engagement, they ll die sooner or later, no matter howgood they are. The basic characteristic of air combatis that you don t know, can never know, how manyenemies are present. f you fixate on one or a fewopponents, you re asking for an unseen attack fromsomeone or something else. This means that incombat, the reflex aggressiveness we inculcate intraining must be tempered with a sophist icated cau-tion. Failing to do this is a self-destroying prophecy:those who are only reflexively aggressive won tsurvive many victories.Given all the above, it is obvious that training is1

the key element of air to air comb t effectivenessTabulated below are some of the relevant factorwhich we constantly observe in. fixed wing ACM

Untrained aircrew can t See Recognize Estimate range, aspect, etc. Talk Remember Etc.Insufficient training means Second tally and/ or lost sight Blunders Surprises against dissimilar aircraft Poor coordination within/ between aircraftAdequate training involves Highly experienced adversaries Suppressing ego Painstaking debriefing A progress ion from one versus one through twversus two to many versus many Self discipline and sound rules of engagemen

The basic fact is common to all military operationsyou don t want people to encounter something fothe first time in combat if you can show it to themin peacetime. Moreover, you want them to havhabit patterns which will carry them safely througthat initial tunnel vision produced by mortal streswithout demanding much thinking and reasoning. Iaviation, and especially in fixed wing ACM , thitraining is perishable. Last years, even last monthsdoesn t count for much.Now there is a myth that air-to-air combat traininis dangerous. Like most myths, this one has a reafoundation: unbriefed, unstructured ACM does produce accidents. Historically, commanders have sometimes reacted by restricting or forbidding ACM. Thiin turn produces unscheduled, unstructured ACMand accidents-and more restrictions.In fact, professional ACM training is safe for threasons listed below: Improved airmanship Increased self-discipline Deemphasized ego

It s relatively hard to demonstrate this statisticallybut here is a try. The accompanying figure lists ACMflying hours and ACM accidents for the majority oNavy units involved in ACM training. Also shownthe percentage of their flying devoted to ACM, anit can be seen that were not in every case dealinwith people who exclusively fly ACM. The overaaccident rate due to ACM is less than one per 10,00hours of ACM over a 4-year period. This is essentiallhalf of the accident rate for all flying by Navy anMarine fighters during the same 4 years. While thidoesnt prove that ACM is safer, it supports the pro

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ACCIDENT RATESACM Adversary/Instructor Units

UnitNavy Fighter Weapons SchoolVF 17 Det Key WestVF 126

ACMHours956560

FY 74-77ACMLoss Rate(Per Thousand Hours)1.461.460.73VF 43

VA 127 558Overall ACM Loss Rate

1.13o0.83(5 in 60 000 hours)

All Navy/Marine FightersFY 74-77otal Loss Rate1.6All Navy/Marine Light Attack 1.3

fessional opinion of everyone who flies ACM areasonable amount.Finally, I'll make four subsidiary observationsfrom fixed wing ACM. Experience is the only teacher Simulators are problematical(Visual cues are inadequate) Analysts tell you what you already know

(If you're lucky) Mission preoccupation is a bllreaucratic hurdleI f you haven't done it, you don't uiderstand it. Usingsimulators is fun, but they don't adequately simulatethe sky, the ground or the sight of the other airplane.(For helicopter air combat, I'd worry about simulator failure to adequately present the ground.) Infixed wing ACM, most ground-based analysis hasbeen, at best, useless. This may not be quite as truefor rotary wing because the art is not as welldeveloped. And, finally, the people who say Thatisn't our (your) mission can be a problem. Whatthey don't think about is that the mission can bethrust on you by the enemy: we can control our missions only in peacetime.In summary, Everybody who flies needs some air-to-airInsightTrainingReflexesAPRIL 1978

(241 in 1.461 650 000 hours)

Every aviation community needsAir-to-air expertise From the aboveomebody needs intensive helicopter versus heli

copter trainingf you agree with what I've said thus far, then Ihave a modest proposal, some of which has alreadybeen implemented by the Marines:1 Train instructor pilots2 By forming a post-graduate school(Like Top Gun? - 1 major, 7 captains/warrantofficers, 9 gunships/LOHs)3 Let them Develop and codify elementary tactics Fly in fixed wing ACM Teach selected aviators4 In order to train line units

The key in this proposal is following the basic stepwe took in the Navy in 1968-1969. Form a small, elitecadre of junior officers and tell them to become acesif they aren't already. Let them develop rules of engagement, tactics, and procedures for helicopter aircombat and use them to train aircrews from lineunits. This is a cheap, easily executed option whichthe Navy devised to turn around a bad exchange ratein Southeast Asia. It worked brilliantly, as shownby our MIG kill box score in 1972. I t should workeven better for rotary wing today.

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This article s written using termsandphrases that the author feelswill best communicate to theindividual rmy aviator Thesound of officialdom speakingwas deliberately avoided

EFORE WE GO into the salespitch for tactical instruments,I would like to pose three ques-tions. Do you recall the old handin your unit designing an instrumentapproach for your noninstrumentedfield so you could land in marginalweather? How many of us usedmakeshift instrument proceduresin Vietnam in order to get the jobdone? What did you think of theseprocedures _ t that time?

Under the current doctrine ofmid- to high intensity combat, theU.S. Army will use its air assetswithin the range of enemy antiaircraft weapons. We must have aprocedure to use to get the jobdone when weather becomes afactor. Call it what you will, but aneed exists to fly instruments underparameters with less buffer distances than Federal Aviation Administration (FAA) instrument approaches. For those of you whohave flown in combat, you knowthat normally weather only slowedyou down; the mission was accom- 2

plished For those of you whohaven't had the opportunity to flyin combat, ask those crusty oldduffers in your unit how theyhandled weather.Why then do tactical instrumentsleave such a bitter taste in yourmouth? Tac instruments are something to be answered on the annualwrit and paid lip service to onstandardization rides. This is atypical attitude.For the answer to that, let's startback at Fort Rucker. Let's look atthis tactical instrument businessfrom three different viewpoints: Training and Doctrine Command Initial Entry Rotary Wing,Course of Instruction (IERW COl),objectives. Fort Rucker command level,i.e., the Directorate of Training upto and including the Commander. The instrument instructor pilotOne of the major IERW courseobjectives is an FAA recognizedU.S. Army standard instrument rating. Considerable time, money andassets are spent achieving this goal.(During the mid-1960s through thevery early 1970s, the tactical ticketissued to IERW graduates did nothave as a base the Army standardticket.) In fact, without it you cannotbe graduated as an Army aviator.This cannot be said for anything

relating to tactical instruments.The command level at FortRucker recognizes the problemsinherent in tactical instruments andhas put out the word to the training departments. Tactical instruments are important, educate yourinstructor pilots (IPs) on its importance; change their (IPs) attitude toward tactical instruments.

The instrument instructor pilotteaches the automatic directionfinder (ADF) approach (backboneof the present tactical instrumentprocedures) as: The least precise instrumentapproach

t is designed to get you to thefield boundary Its minimums are the highestof all the approaches f a choice exists, choose amore precise approach procedure,i.e., VHF omnidirectional range

(VOR), ground controlled approach(GCA), instrument landing system(ILS).Every year all Army aviators inflying positions spend considerableamounts of time flying aircraft andsimulators, and studying regulationsin preparation for renewing theirstandard instrument qualification,not an Army standard tacticalqualification.Instructor pilots armed with the

APRIL 978


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following naturally view tac instruments very negatively: Maps used by them are habitually out of date. This makes itvery difficult to determine an obstruction clearance altitude for atac instrument flight. At the battalion level andbelow, intelligence on the enemy'scapability is sketchy at best (howdo you plan a tac instrument flightunder the enemy's air defense threatwithout this information?). A 20-degree angle of bank whileslowing to 60 knots is approaching an unusual attitude (under instrument conditions). Using tacinstrument procedures this angleof bank is a standard approach.(Note: TC 1-5 Tactical InstrumentFlight, is in draft and is being staffed for publicat ion in August 1978.t will replace Chapter 22 TacticalNavigation and Instrument Flight,

of FM 1-5 , Instrument Flying andNavigation for Anny Aviators. ThisTC, when published, will alterpresent tactical procedures.) Although the command levelssay tac instruments are important,the major thrust of the IERW course(in the instrument area) is the initialinstrument qualification (see AR95-63).Summing all this up, what hashappened is that the FAA instru-APRIL 1978

ment flying procedures have beeninstitutionalized. Any approach procedures deviating from the FAAprocedures are considered unsafe,if not downright dangerous; this isthe implied thrust of the FAA regulations as taught in the examinerand instrument instructor pilot(IMOI) courses.Now some of you are probablysaying, so what, everything thathas been said so far hasn't changeda thing. You are right. But this ishow we can take a large step forward. The Anny instrument instruction structure must be reorganized.We must make the current instrument qualification, as we know ittoday, the basic block from whichstudents progress toward an Armyinstrument qualification rating, without which they cannot graduate asan Army aviator and which theymust requalify annually. The instrumen t program in the IERW courseis being reviewed to improve training benefits and enhance tacticalinstrument training integration inthe present course of instruction.

The thrust and major amount ofresources must be directed, in allinstrument instruction, toward theplanning of and execution of atactical instrument flight and approach. Tactical instrument flightcapabilities must be like a con-

tingency plan that all rotary wingaviators must be capable to employ, no matter what their currentmission (Scout, AH-1 Cobra orCH-47 Chinook). How else will wefulfill the goal of a force capableof 24-hour all-weather combat?The only time the majority ofArmy aviators will concentrate onFAA instrument procedures shouldbe in the IERW course, with the

goal for graduat ion being an Armyinstrument qualification ratingwhich must be reexamined annually.New and more accurate tacticalinstrument procedures are on thedrawing board and in the tes t stage.The volume of and accuracy ofenemy intelligence available at battalion level and lower must improve.Up-to-date maps must be availableat the unit level. Last, without organizing the Army's instrumentinstruction around tactical instrument procedures, the negativismwill never disappear and the appropriate amount of lip service will bepaid very carefully to the importance of tac instruments.Given the typical Army aviator'stenacious attitude toward missionaccomplishment, we are doing ourselves an injustice if we do notprepare for tactical instruments nowinstead of waiting for the shootingto start. --.,... .'

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17/52

Editor s Note: This is the first of a four-part article. Parts two, three and four will appear in subsequent issues of the igest

ATWO BATTALION air mobile force has penetrated deep into Vietcong (VC) held territory.refight, the force has sustained andTwo UH-l Hueys, painted Armywith standard size Red Cross emblems p ~ i n t e dthe nose, side panels and lower surfaces, a r n v ~ to

and VC casualtIes.one medevac helicopter with

and one wounded U.S. trooperis shot down by a VC surface-to-air missile.aboard are killed in the crash. What war crime,any, was committed by the VC in their attack on

The answer may be disappointing: Probably nocommitted by the VC in this case.

Under Articles 19 and 35 of the 1949 Genevaof the Condition of the

rmed Forces in the Fieldt Convention), a ground ambulance may in nothe attacked, but shall be respectedprotected. This rule does not apply to medical

d by Article 36 of that Con. Under that Article, medical aircraft have noflying at heights, timesroutes specifically agreed upon between theerents concerned. Moreover, unless a g r ~ e dover enemy or enemy occupIed

are prohibited.In our situation at the start of this article thereno agreed flight plan. Indeed the First Conven

p r o c ~ d u r e foragreement on such a flIght plan.

over ancontrolled by the VC. Finally, it is doubtful thatnot very large Red Cross emblems on a whiteon the green s ~ r f c e s of the Huey

and

Colonel Solf, now retired, was with the International AffairsDivision Office of the Judge Advocate G e ~ e r a l DA; a mem-of the U.S. Delegation to the Dlplc: matlc ~ o n f e r e n c e onInternational Humanitarian Law Applicable In Armed Conlict 974 to 1977. The opinions expressed are those of theand do not purport to reflect the views of the Departent of the Army or any other Government agency.

1978

the size of the Red Cross was enlarged. Leaflets weredropped in VC areas explaining that only medicalaircraft would be so painted. There was a pronounced reduction in the incidence of VC attackson medical aircraft. This result may be inconclusivebecause the intensity of combat action was reducedat about the same time.)When the 1949 Diplomatic Conference consideredthe role of medical aircraft in the light of World WarII experience, the delegates concluded that thecapability to engage aircraft by interceptor planesor with modern antiaircraft weapons had exceededthe means for recognizing protected aircraft byvisual means. Moreover, there was concern thatmedical aircraft pose a security threat if they abusetheir protected status by undertaking r e c o n n a i s s ~ n c eas a sideline, particularly if they fly over terntorycontrolled by an adverse party.Accordingly, the 1949 Conventions afford no protection to medical aircraft unless they fly under anagreed flight plan; the Conventions prohibited theirflight over territory controlled by the enemy.

The effect of these provisions was either to keepmedical aircraft grounded or to subject their operations to the risk of attack without legal protection.Agreement on flight schedules has seldom b ~ e nfeasible as no provision was made for techmcalchannels of communication.Two developments since 1949 suggested a reexamination of the legal limitations on the protection ofmedical aircraft:

The development of helicopter ambulances makesfeasible the prompt evacuation of the woundeddirectly from the battle area, thus greatly enhancing the possibility of prompt treatment and thechance of survival.Advances in identification procedures, in particular those involving radio communication, electronic identification procedures and flashing lights,can greatly extend the range of recognition.On 10 June 1977 a Diplomatic Conference originally convened by the Swiss Government in 1974 for

the purpose of updating International HumanitarianLaw Applicable in rmed Conflict finished its workwith the adoption of two protocols to the 1949Geneva Conventions. Protocol I which updates therules relevant to international armed conflict, includes extensive provisions for the improved identification and protection of military and civilian medicalaircraft.

These provisions evolved from proposals madeby the United States Delegation at the 1972 Conference of Government Experts convened by theInternational Committee of the Red Cross to dothe preparatory work for the forthcoming Diplomatic Conference.15


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The 1972 U.S. proposal was outlined in detail inthe June 1972 issue of the rmy Aviation Digest Inbrief, the U.S. proposal included:An improved identification system with provi-sion for distinctive signals exclusively reserved formedical aircraft. These were:a. Radio signals consisting of a common priori-ty call for the medical aircraft to be used as aprefix on frequencies allocated, or recognized, bythe International Telecommunications Union (ITU)for identification, notification, arrangement ofagreed flight plans or other relevant communica-tions with the adverse party.b. Improved visual identification through theconspicuous display of the distinctive Red Crossemblem on a white ground and flashing bluelights.c. An electronic signal based on SecondarySurveillance Radar (SSR) System using interna-tional standards, practices and procedures con-tained in Volume I of Annex 10 to the ChicagoConvention on International Civil Aviation. Thisenvisions transponder transmissions on a Mode

and ode reserved for medical aircraft which canbe received by air traffic control and target acqui-sitions radars.16

d. A mechanism for periodic review of the sys-tem in the light of changing technology and afeasible means for amending easily the regulationsgoverning the system based on the result of suchreview.Substantive provisions for the protection ofmedical aircraft including:a. Protected medical aircraft are defined asthose under the control of the military services ofa Party to the conflict when used solely in the per-formance of a medical mission. They may be per-manently dedicated medical aircraft which areprotected at all times, or temporary medical air-craft protected only while performing a medicalmission.

b. The requirement for agreed flight plans iseliminated for medical aircraft operating overareas controlled by friendly forces in battle areasas well as in rear areas.c. Protection of medical aircraft flying overareas controlled by the adverse Party is contingenton a tacit agreement through: 1) notification tothe adverse Party of the flight plan and 2) thatparty s acknowledgement of the notice. The ad-verse Party would be authorized to require alter-native altituqes and routes, but would not be



19/52

permitted to vary the time of flight.d Restrictions on the use of medical aircraftto prevent abuse of protected status included provisions that they be unarmed, that they do not

carry any cameras or other equipment for theacquisition of intelligence data. Within the forwardpart of the battle area or over territory controlledby the enemy they may not , except by prior agreement, be used to search for the wounded. Medicalaircraft overflying enemy territory may be orderedto land for inspection and are required to complywith such orders.After extensive debate and intensive study, the1972 government experts accepted much of the con

cept proposed by the U.S. , but they would notaccept the provision'S tacit agreement on flights overenemy held territory. A prerequisite to protection insuch flights continued to be an agreed flight plan.After an initial clash based on misunderstanding, aconsensus was achieved at the 1972 Conference.This consensus formed the basis of a proposalcosponsored by the U.S., Belgium, Canada FranceNetherlands, Norway and the United Kingdom whichwas tabled during the 1974 Session of the DiplomaticConference. The statement of the U.S. representative introducing the proposal will appear in nextmonth 's issue.After some modification, Committee of theConference adopted these proposals at its 1975 session, and in 1976 that committee adopted the regu-

APRIL 978

lations on i d e n t i f i c a ~ i o n In June 1977 the Plenaryof the Diplomatic Cbnference adopted these provisions without a dissenting vote. Both North AtlanticTreaty Organization (NATO) and Warsaw Pact delegations worked enthusiastically to maintain the consensus and to make technical improvements in thetext. This attests to the concluding words of the 1972article in the nny Aviation DigestSubject to some exceptions, the experience ofthe Red Cross for over 100 years has been that itsemblem and the protection of the wounded and sickin war have been respected. The value representedby the Conventions concerning the wounded andsick are shared by all countries and Parties to a con-flict. There is good reason to hope that the air ambu-lance for all wounded and sick will be free toperform its essential humanitarian service free fromthe present restraint of an agreed flight plan.The text of the relevant provisions of Protocol Iand brief explanatory notes-are set forth below.The protocols were opened for signature on 2Dec 1977 for a period of one year and were signedby the United States and 46 other countries. Theywill be considered by the Senate which must give itsconsent prior to ratification. They will go into effectfor the U.S. six months after the instrument of ratification is deposited with the Government of Switzerland. The time involved in this process will giveus several years to study the implications of the regime governing legal protection of medical aircraft.

Part two of Protection of Medical Aircraft willappear in next month 's igest

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< 3 ~ ~ rom APPROACHU S V B Richard P Shipman


21/52

Don tEmbarrass TheCommand

LT BOB McCLEAN, Safety Officer of VA 71 , wasdisturbed. He had the Pri-Fly watch and had justobserved his good friend and roommate, LT ClayFelts, bolter twice even though his hook had beenin the landing area. Clay had an excellent reputationas a carrier pilot, and in fact, stood well up on thesquadron landing efficiency board. Therefore, afterthe second bolter, LT McClean requested the binoculars to look over Clay's aircraft. LT Felts wasjust too smooth a pilot to induce two consecutivehook-skip bolters.As requested by Pri-Fly, LT Felts took his A 7 upthe port side of the ship, tower high. Bob trainedhis "eyes" on the orsair for a close inspection. Hisdiscovery was not good."Boss, 404's hook point is on backwards I thinkwe'd better bingo him to the beach. We've got amaintenance det there that can put it back on theright way.""How in the hell can you install a hook pointbackwards?" thundered the air boss. What were thepilot and plane captain looking at during their preflight? The Old Man's gonna be mad as hell that wegotta bingo that bird. You know how he feels aboutdiverts."With a final diatribe, the air boss picked up theconspicuous red phone that connected him directlywith the captain of the ship."Yes, sir, we're going to have to bingo him. Yes,APRIL 1978

sir, I know you don't want to bingo any aircraft, butthe only other choice is the barricade."I don't understand how it happened either,Captain. OK, I'll pass the word to bingo him rightaway. Yes, sir, I'll have the squadron skipper meetwith us in your cabin at 2200."The red phone was returned to its resting pointawaiting the next crisis.

When the Raspberry net reported 404 safelyashore, LT McClean went below deck to the readyroom, upset and unhappy. He was very upset thatmaintenance had installed the hook point incorrectlyand just as disturbed that nobody in the safetyreview chain had caught the error. The collateralduty inspector missed it, the plane captain missed itthe pilot missed it, and nobody else in the flightnoticed anything unusual. Lots of people had anopportunity to catch this dangerous error,but nobodydid. Bad business. The squadron's excellent safetyrecord could easily be cut short by slip-ups like this.Beyond this, LT McClean was unhappy becausethe squadron had really fallen on its sword. He hada lot of pride in the squadron-as did most membersof The Demons" - and the professional reputationof the squadron meant a lot to everyone in VA-71.Besides, they were well in the running for the "BattleE" award. This kind of publicity they didn't need.Knowing this, LT McClean tried to phrase the firstdraft of the required incident report to minimize the

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DON T EMBARRASS THE COMMANDembarrassment to his command. But every way hetried, it still looked bad. Well, he reasoned, notmuch choice but to pull a Howard Cosell and 'te ll itlike it is.' As the old Murphy's Law goes, If an aircraft part can be installed incorrectly, someone willinstall it that way.' f a Sierra Hotel maintenancedepartment like ours can do it, chances are excellentthat someone else will, too. Maybe this report willspare them the same problem.

The safety officer soon realized that he neededmore information before he could write a completereport. He left the readyroom and proceeded tohis stateroom to look for LT Felts. There he raninto Clay, who had just returned from the beach withhis aircraft fixed. Since it was close to chow time,they decided to talk over dinner. After going throughthe line in the dirty shirt wardroom, the two pilotsfound a relatively clean place to sit down, and Bobstarted talking.How'd you miss that hook point, Clay? Wasn'tit obvious on your preflight?

Not really. The aircraft was spotted tail-overwater, so I couldn't preflight the tailpipe area orlook into the hook well.I can see that, but I wonder why the planecaptain didn't catch it when you dropped the hookafter taxiing out of your spot?Well, to be perfectly honest, the air boss wantedme to expedite launch since the catapults were beingstarved, so I didn't stop for the hook check. I wantedto impress the boss with our squadron's can-dospirit.The jello and cookie for dessert didn't appeal toBob, so he left Clay to finish dinner while he wentdown to maintenance to investigate. He found themaintenance control chief in the maintenance adminoffice.Chief, how'd that hook point get put on backwards, and why wasn't it caught by the CDI?Bob asked.Well, sir, it shouldn't have happened. But Brownwas assigned the job-he's a new man, you know.It looked like such an easy job that he couldn't screwit up, so Phillips, his supervisor, went to chow. He'dbeen working for 9 straight hours and needed somefood and a break badly.Right about this time, Ops called, saying we hadan add-on hop that would make the squadron lookgood if we would cover it. Well, the only comer wehad was 404, so we started hustling to get thepaperwork in.

Then, to top it all off, hangar deck startedscreaming to get the bird topside so it could bespotted. I guess somewhere in between, the CDInever got done. It's bad business, but it happens20

sometimes when you operate like we've been.Later that evening, with all the facts in his head ,LT McClean finished his rough draft of the incidentreport. Same old story, he thought. Operational

commitments, rush for launching, add-ons to makethe squadron look good, overworked and undermanned maintenance department, breakdown incommunications-all the factors were present in thisincident that have been identified time and timeagain as causes of accidents. Well, we were luckythis time; no accident. At least it will make a goodincident report and maybe spare some other squadron the problems I'm going through now-or evenmore important-prevent an accident.With the rough completed and routed, Bob wentto the readyroom to catch the evening movie alreadyin progress. His entrance went largely unnoticed, asmost of the squadron was captivated by an Italianwestern movie, known in readyroom circles as amax ordnance flick. The junior ensign was postedat the blackboard, logging the body count as bad guyafter bad guy fell victim to the blazing .45 of thehero. Bob settled into his Rocket 8 readyroomchair and was soon joining in with groans and boos.

The readyroom went silent momentarily as theblack-hatted villain lined up the hero in the crosshairs of the telescopic sight of his high-powered rifle.Lo and behold, he shoots and misses, prompting thehero to leap from his horse , draw his .45, and, whilesuspended in midair, gun down the villain 500 yardsaway. The ensign logged one more dead while a hailof ballcaps, pens, NATOPS Manuals, and other fix-tures of the readyroom not nailed down bombardedthe screen in protest. When the dust settled, thephone was ringing, belatedly answered by the hatlessduty officer.Yes, sir, he's right here. I'll send him down.Bob, the CO wants to see you in his room rightaway.Bob exited with the body count at 48 and proceeded to the CO's room on the second deck. Heknocked upon arrival.

Come in, Bob.Hello, skipper. You wanted to see me? I'll betit's about the incident report. Is something not clear?Not really, Bob. It's a good report with the factspretty much straightforward. But, you know, I don'tthink we should send it out.Do we have a choice, skipper? OPNAVINST3750.6 says it's a requirement. Even more important,it might save somebody else from doing the samething and having an accident.

The skipper contemplated the overhead momentarily before he replied.Let's be realistic, Bob. If we publish this, we'll

u s ARMY AVIATION DIGEST


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embarrass the command. We 'd be hanging out ourdirty laundry for the entire fleet to see. And youknow how much everyone wants that 'E. 'But, skipper, this report might save someone elsefrom making the same mistake and maybe evengetting hurt. It's our professional responsibility.Oh , I think you re exaggerating. t was really afluke incident that wouldn t happen again in 100years. t won t do anybody any good-and it will justmake us look bad. We'd be putting ourselves onreport.No, I appreciate your good work, but let's justleave this incident report here in the squadron . Youwork up a procedure so it can 't happen to us again,and let it lie at that. .Bob was tempted to argue further , but he hadfound early in his military career that you can pressyour opinions only so far with seniors , and then youhave to desist. He felt he had reached that point.Besides, if Bob were to be truly honest with himself,he would admit a measure of relief at not sendingout the report. After all, it reflected poorly on himas safety officer.

Walking back to the readyroom, Bob could nothelp but think how ironic the whole situation was.f only we weren't so good, maybe we wouldn't haveto be so afraid of ever looking bad. Even great

squadrons have people who make mistakes. Afterall, that's what a squadron is-humans-and humanserr. What do 'they' expect? Why can t we be matureenough to 'fess up ' to our errors so that others canlearn?There were so many conflicting thoughts going onin his mind that Bob could not enjoy the rest of themovie, even though the body count stood at 76.

APRIL 1978

Frustrated and upset, he. returned to his room.t was but 5 weeks later that LT McClean wasreading the message board and ran across a preliminary accident report on an opposite-coast A-7 squadron. The message read , On normal night recovery,

aircraft engaged No.4 wire. After 15 feet of wirepullout, hook disengaged from wire. Aircraft continued over the angle and impacted the waterinverted. No ejection was observed. Alpha damage,Lima injury.Bob could feel a knot tightening in his stomachand a cold tingle come over his entire body. Was the

hook point installed backwards? Nah, probably afatigue failure of the hook point or shaft, or a failurein the crossdeck pendant. But a nagging doubt keptafter him.

One month later, the complete investigation summary was on the message board. The aircraft wreckage had been salvaged, and there in the conclusions,loud and clear, came the statement Bob didn 't wantto read.

The hook point was found installed backwardson the hook shaft. There was enough protrusionfrom the back side of the hook point to engage thewire momentarily. When the hook finally slid off thewire, the aircraft had decelerated to a point where itcould not regain flying speed.LT McClean 's legs were shaky and he felt lightheaded and dizzy as he walked back to his room.The price that squadron had paid so that his squadron didn t have to be embarrassed was the highestextracted in naval aviation. o his squadron hadnot been embarrassed; it had been shamed.This s a fictional article bout a problem whichunf ortunate ly is not fictional. - Ed. ,

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ThreatadarWarningeceiveraptain John F Paull

Institutional Training Branchirectorate of Training DevelopmentsUS Army Aviation Center

Training Device For Signal RecognitionTHE APR-39 VI radar warning receiver was developed andfielded to enhance aircraft survivability on the modern battlefield.The system provides the aviatorwith the capability to recognizethe type, mode and relative bearing of the radar emitter that theAPR-39 VI is receiving. This information is provided through a seriesof aural alert tones and visual strobedisplays, on the cathode ray tube.It is imperative that the aviator

be able to immediately recognizethreat radar warning signals displayed and take appropriate action. To assist in learning and practicing threat radar signal recognitionthe AVRADCOM , Program Manager for Aircraft Survivability Equipment (ASE) has contracted for theproduction of a training device tobe used both in the classroom andcockpit. The device will simulatethe aural and visual signals of threatradar emitters likely to be encoun-

tered on the modern battlefield. Itis envisioned that this interim training device (photo above), calledthe knee board trainer will provide an effective means for learningand practicing signal recognitionboth on the ground and in the air.

The knee board trainers will beissued in conjunction with the fielding of the new equipment training(NET) team scheduled to begin inUSAREUR in .June 78 followed byKorea and CONUS.

FamiliarizationTraining DeviceW ITH THE RECENT additionof the ANIAPR-39 VI radarwarning receiver to the growingfamily of aircraft survivability equipment (ASE), the Aviation Centerhas developed a classroom trainingdevice to aid the operator in learning the procedures for placing thesystem in operation and conduct-ing the self-test. The training device(left photo) is a large scale mockup of the control head and thecathode ray tube (CRT) display. Itprovides a replica of the aural and

visual signals as presented by theAPR-39 when placed into the operate and self-test modes. Althoughthe training device has no threatradar signal presentation and thuscannot be used as an aid in signalrecognition, the instructors in theCombat Skills Branch, DOAT findit a valuable tool in APR-39 VI familiarization training. Further information on this training aid is availableby contacting: Cdr USAAVNC, Directorate of Training Developments,ATTN ATZQ-TD-TS-TA.

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Officer Personnel Management System O P S ~AviationareerIncentive Pay

LTC George A MorganChief Aviation Management BranchU.S. rmy Military Personnel Center

THE ARMY IS nine months into the final phaseof implementation of the Aviation Career Incentive ct (ACIA). This law has brought about extensive changes in incentive pay. In this regard thereappears to be some confusion in the field as to who,when and for how long the aviator is entitled to thispay.The terminology alone generates some confusion.Incentive pay has been referred to as flight pay, hazardous duty pay, crewmember and noncrewmemberpay. There are several categories of incentive payincluding: Aerial flight; submarine duty; parachuteduty; deck duty; demolition duty; experimental stressduty; and leprosarium duty.The aerial flight category of incentive pay, as itpertains to officers and warrant officers, is the sub

ject of this article. This pay is controlled by theACIA of 1974. Final implementation of this lawbecame effective on 1 June 1977 Since that time anextensive review of the records and entitlements ofsome 13 ,000 plus Army aviators has been (is stillcontinuing) conducted.As we get down to the finalization of who is entitled to incentive pay, we are beginning to discoverthat perhaps some individuals have been erroneously

receiving payments. In these instances, commandershave been asked to investigate.Let's review what the law states about when youare entitled to receive incentive pay and when andhow it stops. The one aspect that should come toyour attention is that you are the one responsiblefor the money that you receive. f by some erroryour pay check should contain incentive pay towhich you are not entitled, it is your responsibilityto initiate the corrective action.

The Aviation Career Incentive ct requires careerscreening gates at the 12th and 18th year of aviationAPRIL 1978

service. Aviation service is that period of service thatan officer is a rated or designated aviator. A commissioned or warrant officer must have performed atleast six years of prescribed operational flying duty(including flight training, but not to include proficiency flying) upon completion of 12 years of aviationservice to remain entitled to continuous AviationCareer Incentive Pay (ACIP) until 18 years of aviation service.Officers must have performed at least 11 years ofoperational flying duties (including flight training,but excluding proficiency flying) to be entitled tocontinuous incentive pay until their 25th year ofTotal Federal Officer Service (TFOS) for commissioned officers and throughout their aviation servicefor warrant officers. (TFOS is all periods of commissioned/warrant officer service, active and reserve.)However, if officer aviators have performed at leastnine years, bu t less than 11 years of prescribed flyingduty (including flight training, but excluding proficiency flying), they will be entitled to continuousincentive pay through 22 years of officer service. fless than nine years of prescribed operat ional flyingduty has been performed at the completion of 18years aviation service, entitlements to continuous

CIP ceases at this point.An update of all Army aviators operational flyingcredit is published annually in a Department of theArmy (DA) Circular (DA Cir 600-series).Incentive pay eligibility is being evaluated for thefirst time at D using automated means and willcontinue in the future. If you have any questionsabout your pay, it would be to your advantage toinitiate an appropriate inquiry or change with yourservicing Finance and Accounting Officer or callMilitary Personnel Center (MILPERCEN) (AUTO-VON 221-0727/ 0794 .

23

i XS W


26/52

URING THE PAST few years,the U.S. Army has talked a lotabout (and trained for) flying atlow altitudes. But tests conductedby the Combat Developments Experimental Command (CDEC); ModernArmy Selected Systems Test,uation and Review (MASSTER);and U.S. Anny, Europe (USAREUR)indicated this wasn't necessarilythe answer. Thus Army aviationbegan to talk about flying as closeto the terrain as nature and common sense allow.Lately, the full implication ofthe threat and the effects of thethreat on helicopter survival in ahigh threat environment have resulted in prodding even the leastimaginative aviators to equate theirsurvival in terms of flying not lownot lower- but lowestConfusing? Yes. When it takesan aviator 30 minutes of jargonand hangar flying to relate to afellow aviator exactly what kind offlying was actually done, then it'stime to sit back and take a longlook at the existing terms and definitions that depict terrain flying.

The specific modes of flight thatneed to be understo'od clearly arethose depicting aircraft flying atvarying degrees of closeness to theEarth. There is a great deal of con-

ow

fusion and misinterpretation amongaviators, ground commanders, authors and trainers concerning themeaning of many aviation slangwords and legitimate terms such ascontour flying, nap-of-the-earth,on the deck, low level andtreetop flying.In selecting the number of terrain flight modes to address, we

not only consider the inexperiencedaviator but the experienced aviator as well who must be taught

Figure

lfl l V l

owentirely new concepts of low altitude flying.

The various terrain flight modesmust be understood so that eachaviator may be efficiently and safelytrained for terrain flight. Theseflight modes fall into three generalcategories: low level, contour andnap-of-the-earth. More would beduplication; fewer would not meetessential needs.On close analysis the three arein many ways quite separate from


27/52

LTC Charles W AbbeyDepartment of Flight Training

Directorate of TrainingU.S. rmy Aviation Centerand

Major Frank L CarsonDistrict Recruiting CommandNiagara Falls NYrwesf

one another. These differences include distinct flying techniques andtraining considerations for the aviator, and different applicationswhen considering aircraft type, mission and numbers. For instance, aCH-47 Chinook hauling an 11,000pound internal load must use different terrain flying techniques andconsiderations than an OH-58 Kiowa in the role of aeroscout.What is the purpose of terrainflying? According to FM 1-1 Ter-

rain Flying, it is flight in the faceof the enemy. It is to the aviatorwhat creeping and crawling is toInfantry troops- a means of survivability. It is appropriate that thedefinitions of the three modes offlight be presented (quoted fromFM 1-1): Low level flight is flight conducted at a selected altitude atwhich detection or observation ofan aircraft or of the points fromwhich and to which it is flying isFigure

C JNT JUR

avoided or minimized. The routeis preselected and conforms generally to a straight line and a constand airspeed and indicated altitude(figure o IAuthor s comment: Thisi s straight and lev el flying albeit100 or 200 eet above the ground. I Contour flight is flight at lowaltitude conforming generally, andin close proximity, to the contoursof the Earth. This type of flighttakes advantage of available coverand concealment in order to avoidobservation or detection of the aircraft and / or its points of departureand landing. I t is characterized byvarying airspeed and a varying altitude as vegetation and obstaclesdictate (figure 2). IAuthor\ com-ment: This is.fly ing right along thetree tops at near normal airspeed. I Nap of the earth flight is flightas close to the Earth s surface asvegetation or obstacles will permit,while generally following the contours of the Earth. Airspeed andaltitude are varied as influencedby the terrain, weather, ambientlight, and enemy situation. Thepilot preplans a broad corridor ofoperation based on known terrainfeatures which has a longitudinalaxis pointing toward his objective.In flight the pilot uses a weavingand devious route within his pre-


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NAP 1 TH EARTH} : i ~ ~ ~ ~ ~ : : < f . ~ . ~ ~ ~ ~ ~ : ; ~ :

-.-

< c ' ~- .-

planned corridor while remainingoriented along his general axis ofmovement in order to take maximum advantage of the cover andconcealment afforded by terrain,vegetation, and manmade features(figure 3 . IAuthor s comment: Thiss slow nd stealthy movement withthe aircraft mongst nd belo w thelevel of loc l veget tion whe repossible ]By using examples one can seethe advantage of reaching a common ground of understanding inrespect to the flight modes andalso make immediate applicationof modes of flight when referringto any general type of mission.The term low level would applywhen an aviation unit is given amission of resupply in the divisiontrains area or other generally secureareas about 50 kilometers behindthe forward edge of the battle area(FEBA). Massive troop movementsin large helicopter formations inthese rear areas can be safely performed using low level flight.Suppose another aviation unit26

. .- . .. .. -: i , . . : . : - ~ ; . : ..

~ ~ Y ~ : : ~ ~ ~ ; ~ ~ q ~ ~ ~ ~ 4 t _ ; ) : : ~

Figure 3conducts an airmobile raid or assault in the vicinity of the FEBA.The combat environment is different in this example because thearea is not secure and the unit ssurvival depends to a degree onusing some concealment and coverafforded by vegetation and terrain.The flight must accommodate morethan a few aircraft and is requiredto reach its destination in a minimum amount of time. The appropriate flight mode is contour flying.Finally, we are concerned with alimited number of aircraft whenan aviation unit is assigned a mission to reconnoiter near enemypositions or destroy enemy combatelements. The helicopter unit s fly-ing is characterized by generallylow, slow and deliberate movementswhich s nap-of-the-earth flight.Another less obvious consideration in understanding the properterms is the aspect of time in employment of aviation assets.From the above examples, if thethreat were insignificant enoughto enable the aerial unit to fly a

direct route at normal airspeedsover all obstacles, the commandercould easily compute an accuratetime estimate as to the arrival ofthe unit at its destination. I f theenemy situation dictates that theunit circumnavigate certain dangerous areas and fly closer to theground, the commander must consider the additional time requirements necessary for the unit tomove under these conditions.A careful analysis of the terrain,enemy and distance are requiredto ensure that Army aviation assetswill be judiciously employed.As mentioned, the three modesof flight do necessitate three separate, but correlated, training requirements, not only for the newaviator at Fort Rucker, AL, butalso for the experienced unit aviator. These requirements preparethe aviator to accomplish successfully one or more of these modesof flight. Training considerations,emergency procedures and flyingtechniques have differing significance for each of the three modes.

U.S. ARMY AVIATION IGEST


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lOW lEVEl .irspeed. titude

ONTOOR irspeed.Ititude

NOE .irspeedItitude \ JLA a -Figure 4 V - Y Y - ' \ I ~Low level flight is the most f -miliar to aviators trained prior tothe early 70s because it is closest to

the training received at Fort Ruckerduring initial flight training. Emergency procedures stressed in flightschool need little modification andflying techniques are generally compatible with current training. Contour flying, however, introducesthe necessity for unit training programs to emphasize the extremelylow altitude and high speed hazards which require quick reactionwith emphasis on applying the appropriate emergency procedure ifneeded.Nap-of-the-earth flight shifts emphasis in training to a new dim en-

sion altogether. Flying techniquesare primarily concerned with deemphasizing speed and emphasizinghovering and deliberate movementtechniques. Aviators who achievea solid feel for the exact dimensions and capabilities of their aircraft in this environment should,through training, develop a concept of stealth and ground observation techniques comparable tothose used in rmor and Infantryoperations.

The goal of all aviation unitsdestined for employment in a highthreat environment is mission accomplishment and survival to accomplish the next mission. Trainingmust he accomplished to allowFigure 5

flNTflOR

safe conduct of all three of themodes of flight. Unit training mustbe structured to build experienceand increase the degree of difficultyfor the individual aviator as proficiency progressively increasest follows that a mode of flightused initially that allows a constantairspeed and altitude would be desirable in low level flight training(figure 4). Next, a mode allowingmaintenance of airspeed while following the contour of terrain islogical. Finally, each aviator graduates to the mode that requirescontinuing variations in airspeed,altitude and flight path to avoidobstacles while simultaneously taking full tactical advantage of all

available terrain and vegetation forcover and concealment.Training of aviators to conductnap-of-the-earth operations at FortRucker and other posts has shownthat all three definitions are necessary for efficient and understandable discussions and demonstrationsof the modes of Army terrain flying(figure 5). Armywide understanding of the three definitions, notonly by the aviator, but by theground commander as well , willsignificantly reduce the problemsof understanding and planning fortraining which exists today.

lfl lEVEl


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How To RetainYourInstrument RatingCW Thomas E Wright

Instructor PilotDepartment of Flight TrainingU S Army Aviation Center

A s AN AVIATOR in the U.S. Army, regulationsstate that you must attain and maintain a stan-dard instrument rating. While we are all familiarwith the sometimes traumat ic experiences surround-ing the attainment of this rating, it is the mainte-nance of which that I would like to address.Why is it, that as the time approaches to renew thestandard instrument rating, a familiar feeling ofpanic begins? This is, of course, nothing that youcan t handle. Attaining your instrument rating wassignificantly more demanding than your renewal.Perhaps this feeling is more a lack of confidencestemming from being unfamiliar with the subjectmatter.

Most aviators can maintain an adequate amountof physical proficiency with the aircraft and, withlittle practice, can improve that proficiency to apoint where they can maintain the aircraft within thedesignated criteria for satisfactory instrument flight.

Their familiarization with regulations and pro-cedures, on the other hand, is a different story. Eachunit has its own flying hour program and only a smallportion of that is dedicated to inst rument flying. Thislack of familiarization can be summed up with aphrase I m sure you have all heard before, If youdon t use it, you'll lose it.While the Army Regulations and Field Manualson instrument flight provide a wealth of information,there are certain areas in these publications thatcontain procedures most often used. I would like toreview these areas in an effort to help those aviatorswhose primary military duties do not allow the timeto maintain proficiency in their secondary dutyof aviation.It is no mystery that there are a minimum of three28

publications that always will be used for planning aswell as inflight-an Enroute Low Altitude Chart; avolume of the Low Altitude Instrument ApproachProcedures; and the Instrument Flight Rules (IFR)Supplement. Of these three basic publications, theIFR Supplement has the most overall information.Besides the fact that the legend in the front will helpyou interpret the Aerodrome/ Facility Directory within,there is invaluable information in the back; the mostrelevant of which would be Pilot Procedures FAA)and Emergency Procedures section. And, don't forgetthe back cover. It has formats for position reportsand for changing and filing flight plans while enroute.Since we are on the subject of flight informationpublications (FLIP), let's take a look at GeneralPlanning For you people who recently have beenin a nonoperational flying position and are returningto flight duty, that is the old Section II. To beginwith, there is an index for Aeronautical Information(Chapter 1 that tells you the portion of FLIP inwhich you can find a specific piece of information.This is particularly useful during the oral phase ofan instrument renewal.

Probably the most relevant chapters, the chaptersthat contain procedures that are most often usedunder IFR, are Chapters 4 and 5. Chapter 4 explainsflight plans; how and when to use them. So, if youhave any doubts as to how to fill out a flight plan,refer to Chapter 4 and it will explain in detail howto do it. Chapter 5 is the procedures portion. It con-tains, perhaps, the most relevant information ondepartures, enroute, and arrivals.Additionally, if you need to know about inflightweather advisories, briefings and broadcast-or havedifficulty interpreting weather reports- take a look



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at Chapter 8 of General Planning.While there are several ARs that pertain to aviation, in keeping with the theme of this article, Iwould like to discuss two of them. AR 95-63, Chapter 2 discusses the prerequisites and procedures forinitial award or reestablishment of an instrumentqualification. For example: "Applicants for renewalof instrument qualifications are required to completesuccessfully an instrument flight examination priorto the expiration date" (para 2-8). You no longerhave a 60-day grace period after your birth date.

The other regulation, AR 95-1, General Provisions and Flight Regulations" is perhaps the "bible"of Army aviators. While AR 95-1 contains an enormous amount of Army aviation information, Chapter4 Flight Procedures and ules contains information

that must be considered when filing under IFR,visual flight rules (YFR), and Defense Visual FlightRule (DVFR).There is one final publication I feel I must mentionin order to make this article complete. I t is so comprehensive that discussing one or two chapters would

not do justice to it. It is , of course, the Airma l'sInformation Manual (AIM), Part I which shouldhave answers to any questions on aviation procedures.The information I have discussed in this article,while one might consider it the meat" of instrumentmeteorological conditions (lMC) flight, is only aplace to start. Flight into IMC demands that theaviator be familiar with all available publications.

The safe conduct of any flight is directly proportionalto the knowledge of the pilot at the controls.

Phillips rmy irfieldSeven Years Safe FlyingPHILLIPS ARMY AIRFIELD at Aberdeen Proving Ground, MD has been cited for the seventhconsecutive year for its accident-free, safe-flyingrecord.

The Department of the Army (DA) recognizedairfield personnel with an Award of Merit for accumulating seven years and 31,068 consecutive hours offlight time without a mishap.

SAFETY CITED Major GeneralPatrick W Powers, left, commanderof the U.S. Army Test and Evalua-tion Command, presents a Depart-ment of the Army Award of Meritto Lieutenant Colonel Edmund BBookman Jr., chief of Phillips ArmyAirfield at Aberdeen Proving Ground,MD. U.S. Army Photo by RuthHawks.)

APRIL 1978

The Award of Merit was the fifth for the airfield,to go along with a Department of the Army Awardof Honor and a DA Award of Excellence. the Awardof Honor is presented for three consecutive years ofaccident-free flying , while the Award of Excellenceis presented for six consecutive years. As of 20 January, Phillips had surpassed 33,600 hours of flighttime without an accident.

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Students discuss their thesis with Professor Jerry Peppers R)

A VIATION AND Dayton, Ohio,have much in common whatwith the Wright Brothers and theAviation Hall of Fame. Additionally,Wright-Patterson Air Force Base,and its research, technical and support complex, aid and advanceaviation in today's world. So, tomention Wright-Patterson AFB, andthe Air Force, in an Army aviationmagazine isn't too great a shockfor the reader.But, what may be a shock formany is the statement that onWright-Patterson there is a schoolwhich could be of great value toArmy aviation maintenance managers. It is the School of Systemsand Logistics a major element ofthe Air Force Institute of Technology (AFIT).

AFIT has existed since the early1920s for the purpose of educating,in technical fields, the officers ofaviation and aeronautical researchand development first in the Army,then in the U.S. Army Air Corps,and now in the Air Force. TheSchool of Systems and Logisticshas not existed that long. t has30

been functioning since the 1950s,providing educational programs forlogistics managers of all servicesand the Defense Logistics Agency.More than 4, XX) students go throughthe various short courses each yearand the total participants over theyears exceed 60,000.Most of the continuing education(short) courses of the school aredirected toward logistics disciplineareas other than aviation maintenance. But, there are two courseswhich Army aviation people shouldknow about for assistance in theirprofessional development. Theyare: LOG 261, Maintenance Management and Information Systems,and LOG 131, Industrial Maintenance Management. Both of thesecourses are listed under the Maintenance Management Specialty 91)in DA PAM 600-3, Officer Professional Development and Utilization, as affording mid-careerlevel instruct ion. This article briefly describes each so that the readers might make their determinationas to potential value in their continued education.

Maintenanceanagementducation

Maintenance Management andInformation Systems: This course,LOG 261, runs for 13 class days(about 18 TDY days) and is designed for maintenance managementpeople at the organizational andintermediate levels of maintenance.Military grades E-7 through 0-6,civil service grades GS-7/9 throughGS-15, and their equivalents, areeligible. The normal class has representation from all four services,military and civilian, and providesan interactive capability which isnot possible in single-service-orientedprograms. This makes for an enhanced learning environment ofimmense value to the individual.Many offerings are providedthroughout the years so participants,with the approval of their unit

Modern educational buildin


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eromeG Peppers JrProfessor of Managementir Force Institute of TechnologyWright-Patterson FB . OH

commanders, have a wide choiceas to when they want to attend.Army quotas are handled throughDARCOM: Personnel Support Activity; ATTENTION: DRXMM-E.Schedules of course offerings, andfurther student prerequisites, maybe obtained from them or throughthe Defense Management Education Training Catalog, DOD 501016C, which should be available intraining offices.This course is designed specifically for maintenance managersresponsible for accomplishing post/field Army/ship/ base level maintenance. Its purpose is to enhancethe on-the-job effectiveness of thesepersonnel to assure accomplishmentof the maintenance mission withminimum expenditure of resources.

of Systems and Logistics

Students have frequent use for the school s network of computerterminalsMajor emphasis is placed on: Detennination and understanding of the maintenance mission. Understanding the philosophiesand concepts of management necessary for mission accomplishment. Understanding the role of maintenance management in logistics

and the cooperative relationshipswhich must exist with other functional areas. Management analysis of andfamiliarization with maintenancemanagement information.The objectives of the Maintenance Management and Information System Course are to: Provide an understanding of

the concepts, philosophies and evolution of maintenance managementand maintenance management information systems in the Department of pefense

army aviation digest - apr 1978

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